Electrical system for engines.



C. F. KETTERING & W A. CHRYSLT EEEE TRICAL SYSTEM FOR ENGINES.

APPLICATION FILED IULYIG. 1924. RENEWED DEC- 5. I9l7'- 4 1 $272,055. e t J y 4 ssssssssss E' r 2. v

C. F. KETTERING & W. A. CHRYST.

ELECTRICAL SYSTEM FOR ENGINES. APPLICATION FILED 1uLY'16, m4. RENEWED DEC. 5.19:7.

1,272,055. Patented July 9,1918.

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c. F. KETTERING & w. A. CHRYST.

, ELECTRICAL SYSIEM FOR ENGINES.

APPLICATION man JuLYls. 1914. nzuzwzo are. 5, m1.

1 ,272,055. Patented July 9, 1918.

H 48 4s EETS SHEET4 iF g-lnn UNITED STATES PATENT OFFICE.

v CHARLES KETTERING AND WILLIAM A. CHRYST, or nArcron, OHIO, AssIeNons TO THE DAYTON ENGINEERING LABORATORIES COMPANY, A CORPORATION OF OHIO.

ELECTRICAL SYSTEM FOR EhlGIN'ES.

Specification of Letters Patent. Patented l lly 9, 1918.

Application filed July 1 ,1914, Serial No. 851,259. Renewed Decemberfi, 1917; Serial No. 205,668.

To all whom it may concern.

Be it known-that we,CHARLns F. KETTER- ING and XVILLIAM A. CHRYST, citizens of the United States of America, residing at Day ton, .county of lVIontgomery, and State of Ohio, have invented certain new and useful Improvements in Electrical Systems for Engines, of which the following is a full, clear, and exactdescription. .10-

' The present invention relates to an improvement in electrical systems of generation, distribution and control, and is especially adapted for use in conjunction with vehicles of the type wherein; a prime mover or power generator, such as an internal combustion or explosion engine, or in fact any power element is utilized which requires an initial starting movement to be transmitted.

thereto, in order to bring the same into operation under its own power. Then this engine, when operating under its own power, is used to store up energy for future starting operations and for other purposes. .gA's-an example of the above, the present ihv'ention may comprise a-dynamo electric machine adapted to be operated as a motor,

iniorder to transmit power to the power generator for starting purposes, or as a. generator, to furnish current for charging the -act1y the proper time. 4

; The timing of the ignition Wlll, of course, Y

storage battery or accumulator, or to supply cfurrentto an ignition system which 1s mstalled on, and which furnishes ignition to" the explosion or combustion engine used as a prime mover or ower generator.

, Asamore specific example of the above, theinve'ntion may comprise a generator of the shunt-wound type, and an ignition system which comprises mechanism for automatically adjusting or changing the time or occurrence of the sparking impulses, in order to furnish ignition to the engine at eX- vary with the engine conditions.

' ;Ho wever, it will be understood that where ignition systems are supplied with ,a conr stant source of current and where this current is of a substantially constant'voltage, thlev ,Wa'ttage or, intensity of the current through said system, will be substantially reduced at high speeds. Thisreductlon of the current flow at high speeds is due to the fact that the timing device of the ignition system is, of course, operated much faster 1.

an when the system is operated at low .riod of time for said coil to build u speeds; and therefore the ,main circuit is closed by said tuning device for a shorter period of time at high speeds than at low.

speeds. I

This will result in a less amount of current passing through the primary winding of the induction coil, embodied in'the system, and 1t Wlll therefore take a longer pesufliclently to perform its required functions.

From the above it will be seen that the tendency will be to decrease the intensity of the ignition spark at high speeds, when More specifically, this means comprises a common rheostat adapted to be connected with the shunt field of the generator, and also in series with the ignition circuit.

It is well known in the combustion and explosion engine art, that as the speed of teml should be flClVtlllCCCllliOlCleI to provide proper ignition.

The present invention provides an auto matic means for varying the time of occur-' rence of the sparking impulses in accordance with the varying speeds of the engine, so that the ignitionspark will take place at the proper time.

It is therefore one of the objects of the present invention to combine this automatic spark control with means whereby the output of the electrical machine maybe controlled and theintensity of the-igniting spark varied in accordance with ditions. 1

More specifically, this automatic spark control means will cut resistance into the shunt field circuit of the electric machine and thereby control the output of the machine, and concurrently'cut this resistance out of'tlie ignition'circuit, in order to increase the intensity of the sparking impulses. Bythe above operation, it will be seen govern theintensity of the spar-kin engine conpulses in the ignitioncircuit, as Well as to limit and. regulate the maximum output of the electric machine.

From the above statement, the objects of the invention may be stated broadly to be as follows:-

To provide. a plurality of electrical systems, the fufictions of each of which are substantiallyv different, combined with a common system of control, whereby desired reg-- ulations of each of the systems in question may be affected.

A still further object of the present in? vention is to rovide an ignition system, wherein a pre etermined amount of resistanceis included, and means operable to re- .duce the amount of resistance as the speed of theengine increases, so as to increase the flow of current through said system as the speed increases. Further objects and advantages of the present invention will appear from the following description, reference' being had to the accompanying drawings wherein one preferred form of the present invention is clearly illustrated.

In the drawings I Figure 1 is a diagrammatic View of. the

electrical c1rcu1ts and connections, which may be employed in the present invention.

Fig. 2 is a fragmentary plan view of an automobile chassis, including an engine, and

clearly illustrating the position and relative,

partly in section of the casing shown in Fig.

6, also disclosing the. mechanism normally contained therein.

Fig. 7 is a detail view of the resistance unit shown in Figf Figs. 8, 8 and 8 illustrate modified forms of the structure shown in Fig. 7.

Fig. 9 is a detail view in elevation of part of th ignition controlling mechanism.

Figs. 9 9", 9 and 9 are detail views of the parts comprising the structure shown in Fig. '9. i Fig. 10 is a view in elevation of the ignition controlling switch,

Fig. 10 is a detail view of the cam element and operating buttons, embodied in the ignition switch, shown in Fig. 10.

Referring toth'e drawings and more par-. ticularly to Flgs. 1 and '2, 1t wlll be noted that the present invention is illustrated as ,being installed on a motorve-hicle, which may be The side frames oi the vehicle chassis are of any approved type.

detailview of the front end indicated by the numerals 20, while the en gine '21 is suitably supported therebetween, by means of' the cross-supporting elements22. I

Thedynamo'clectric machine 23, which forms what might be termed theprime mover in the present system, is preferably mounted adjacent to the engine, as is clearly shown in Fig. 2. v

This electric machine is adapted to be connected with the engine and then oper ated as a motor for starting purposes. As soon as the engine becomes self-actuating, the means, for coupling the electric machine to'the engine for starting purposes, is disconnected, and a difi'erent set of coupling mechanism connects the electric. machine to the engine, whereby the said machine 1s 0perated as. a generator to store up power in a suitableaccumulator for future starting pp.-

erations, or to supply current-for ignition,

lighting or any other desirable purposes.

The connections for couplingthe electric machine to the engine for starting purposes, are substantially the same as those illustrated and described in the copending applications of Charles ,F. Kettering, Serial No.

633,443, filed June 15, 1911; Serial No.

721,237,, filed September 19, 1912; Charles F, Kettering and William A. Chryst, Serial No. 77 8,934, filed July 14, 1913; Serial'No. 789,641,filed'Septcmber 13, 1913; and Serial "No. 816,911, filed June 24, 1914-.

Inasmuch as the aforesaid connections and. coupling means do not form a part of the present invention, further description and illustration thereof willbe omitted inatlie present application, except where reference to the same is necessary to a clear understanding of the present invention.

As has been stated heretofore, invention-includes ailelectric generating system and an ignitionsystem, which in the present instance supplies ignition to the same combustion engine which operates the electric machine of the generating system.

,This generating system in the present instance, comprises an electric machine 23'-. capable of operation as a shunt-wound-generator. i

It is a well known characteristic of generators of this type, that as the speed therei the present of increases, the electrical output also increases directly in proportion.

The ignition system mentioned above is of the constant source type that is, themtensity-of the energy supplied to the ignition system, does not materially change in accordance with the changes in the engine speed, but remains practically constant.

temsof this type that as the speed of the engine increases, the amount of current I circuit It is also characteristic ofignition. syswhich Wlll flow through the ignition will ordinarily be reduced. 'This is due to the timing gears 25.

the fact that the engine actuated timer which is. employed to intermittently open and close the ignition circuit, in order to generate the sparking impulses, will clos the said circuit for a shorter period of tin.- at high speeds than it will at low speeds,

inasmuch as this timing mechanism is geared tion to provide controlling'mechanism for regulating the electricmachine, when used as a generator, and also forcontrolling the ignition system, so that the intensity of the current flowing. through the ignition system will increase as the speed of the engine in- CI'BELSBS.

This mechanism for controlling the elec v tric machine, comprises means whereby the field intensity of the electric machine may be regulated as the speed of the machine varies, and this same means so actuated as to control the intensity and wattage 'of the ignition system in accordance with the variations in engine speeds and conditions.

- Inregard to an ignition system, such as is embodied in the present invention, it is desirable to provide for automatically controlling the time of occurrenceof the sparking impulses,- relative to the speed of the engine to which'the ignition is being furnished.

This means for automatically controlling the time of occurrence of the sparking i111 pulses, may be operable automatically in response to the varying speeds of the engine, and it is th1s same speed responsive means which is connected up with the mechanism for controlling the generator, and also for controlling the ignition system as described above.

Referring to' the drawings, it will be seen that the electric machine 23 is operated as a generator through the shaft 24, which is in turn driven: by the engine through the medium of the train of gears 25, and will tend to operate the ignition mechanism through the driving gear wheel 29. (see Fig. 7), which preferably forms one element of a frictional clutch, interposed be-- tween the dynamo electric machine 23 and This clutch is substantially the same as that shown and described in our co-pending application, Serial No. 846,911, filed June 24, 1914, and as the structure and functions thereof have been specifically described.

illustrated. and claimed in said co-pending,

application, no detail description of the same will be given'inthe present case, unless it becomes necessary to an understanding of the present lnventlon.

l However with 7 further reference to the geanwheel 29, it will be seen that it is provided with spiral teeth 30, which mesh lng means from the engine to the movable elements of the ignition system, as will be described hereinafter.

The pinion 31 is mounted upon a sleeve 32, which in turn is slidably mounted upon thecentral shaft 33. Theshaft 33 forms the main-shaft of the ignition control mechanism, and ismounted within acompartment formed inthe front end housing 34,

on the bearings 35 and 36.

The sleeve 32 which carries pinion 31 is provided with a straight slot 34, through with the pinion 31, and forms direct driv which the pin 35, carried by the collar 36,

passes. This pin 35 also passes through the angular slot 37, formed in the shaft 33.

The collar 36 is provided with a grooved periphery as at 38, wherein a yoke member 39 (see Fig. 9) is adapted to fit. This yoke member is preferably connected to a manually operated mechanism described hereinafter.

The pinion 31 and the sleeve 32 are, of

course, secured together in a determined fixed relatlon by means of the screws or other securing devices 40.

Therod 33 is preferably of hollow con-L struction, and is adapted to receive one end of the cam carrying element 41. This element comprises a shaft 42 and a projecting collar 43, shown in Figs.j7, 8 and 9.

Above the. collar 43, gacam 44, having a suitable number of lobes 45, is formed on 01' secured to said element 41. This cam 44 is so positioned that when it is rotated, it will tend to intermittently close and open 'the contacts 46 and 47 formed in"th e-upper portion of the central shaft or rod 33, by means of a pin 54, which passes through both of said slots.

From the above description, it will be seen that if the yoke member 39,is operated by the manually controlled .means, such as is shown in the co-pending application of Charles F. Ketteringserial No. 628,812. filed May 22,1911, and U. S. Patent of Charles F. Kettering, No. 1,040,349, granted October 8, 1912,1110 collar will bemoved vertically on' the shaft 32. This will also cited the vertical movement of the pin and inasmuch as the said pin will move throughiboth the vertlcal slot 34 and the 33 relative to the sleeve 32 will occur inasmuch as said sleeve is maintained in a afixed for automatically position by the enmeshment of the pinion 31 with gear wheel 29.

. The movement of the shaft 33 will also actuate the cam 44, relative to the contact elements 46 and 47, and will therefore tend to advance or retard the time of closing and opening the primar circuit of the ignition system, and there y control the time of occurrence of the sparking impulses.

The adjusting of thetime at which the sparking impulses should take place in the ignition system by manual means, is anoperation which requires much skill and close accuracy on. the'part ofthe operator, in order to secure the most advantageous results from the ignition system.

It is therefore an advantage to,'provide controlling this adjusting of the ignition, and there is provided in the present invention, ameans for automatically adjusting the timefof occurrence of the sparking impulses. This means comprises a centrifugal operating element 60, which is-pivoted to the shaft 33, at the point 61, and is connected to the pin 54.- which has been described heretofore as passing through angular slot52 and the straight slot 53, formed respectively in the element 41 and the rod 33. 4 This pin 5a is preferably carried by the sleeve 66, which; has a projecting flange 67 forming one abutment for the spring 68, which is interposed between the said sleeve 66 and the shoulder 4:3 of the cam carrying element, when the parts are in assembled position.

The function of the spring 68 is to maintain the centrifugal member in an ineffective position, such as is shown in Figs. 7 and 8.

Now, as the speed of the engine 21 increases, the speed of the shaft 33 will also increase, and this will be transmitted in turn to the centrifugal member 60, by means of the connections heretofore described, in

.such a manner that the said weight will tend to fly out and come to a balancedpojsition.

Xow, as the-weight tends to assume this balanced position, the arm 62 will be moved 53 and 5-2 respectively,

and this in turn will force the sleeve 66 in the same direction, whereby the pin 5i will be moved through the slots which will cause-a upwardly, i

' movement-of the cam carrying element 11,

relative to the shaft 33, thus advancing or retardingthe movement of said cam, in a manner similar to that described heretofore I in connection with the operation of the manually controlled means.

The collar 66, described heretofore, is

provided with a 1)8I1Pllltll-., groove '40,

prevent the operation of the wherein a bearing member '72, shown hi dotted lines in Fig. 7, is "positioned. This bearing element is carried by the arm 73,-

one end of which is pivoted as at 7 4, to one of the Walls of the end housing 34.

The opposite end of said arm is formed into a contact wiper 75, clearly shown in Fig. 7, and lies in such position that it will integral therewith, or separate therefrom,

and secured to said 'arm in any suitable manner.

The resistance reel or. spool 76 isformed of suitable insulating material and is preferably grooved, as IS shown in Fig. 7, to

receive a resistance Wire. 77, the opposite terminalsof which are connected to the terminal posts 78 and 79 respectively, by means of the contacts 103' and'104.

In order to prevent undue Wear of the resistance wire or material 77, mechanism is provided whereby the said spoolor reel will be actuated as to present intermittently different surfaces of said resistance wire over, thus substantially distributing the wear over the entire resistance.

This mechanism comprises a pawl 80, pivotally mounted at 81 in such a manner that as the lug 8:2, carried by the arm 73, reaches its maximum upward movement, said pawl will be tripped so as to engage-with the teeth 8i, formed-on the upper end of the spool 76, and thus impart a slight rotative movement to said spool.

Any suitable means may be provided 'to spool 76 in a direction other than that in which the pawl 80 tends to move the same.

In Fig. 8, a slightly modified form of the controlling mechanism heretofore described, is clearly shown. peripheral groove 70, formed in the sleeve 66, rec-eives lugs 90, connected with a'yoke member 91. This yoke member is also connected with a pivoted rod92, which carries a wiper 93, which has substantially the same functions as the wiper '75.

From the above, it will be seen that as the centrifugal element 60 is actuated in response to the speed of the shaft 33, the yoke member 91 will be oscillated in such a manner as to cause the wiper 93 to pass over the resistance winding 76. y wherein a detail View of the front end housing is illustrated, it will be noted that the said housing 34: is divided into a plurality of compartments, arranged in certain relative various compartments are enahledto cooper- This conate in an advantageous manner.

In this arrangement, the

referring to Fig. 6 of the drawings,-

or material for the contact wiper 7 5 to pass clutch mechanism shown in Fig. 7 is contained.

These compartments are inter-communieating so as to permit the teeth of the pinion 31 to engage with the driving pinion 30.

I The compartment 102 is adapted to contain the resistance unit 7-7 and is provided,

with slightly resilient mounting plates 10,3

and 104, which are so positioned that they readily permit the insertion of the resistance unit 77 therebetween, in such a manner as to hold the same securely in place.

These plates 103 and 104 are of conductive material and. form a part. of the circuit which includes the resistance Winding 77.

-In the co-pending application Serial No. 782,886, filed August 4, 1913, there is shown, described and claimed a resistance unit which is included in the ignition circuit at all times. a

In the present invention, an arrangement similar in certain features to -the one included in the above-named application, is also provided, but is so combined with certain other features -to be described hereinafter, that its functions are considerably altered. I

In the presentinvention, referring to Fig.

- 7, theresistance unit 106 is shown as mount ed, upon the exterior of the end housing 34,

' see Fig. 7, and adjacent to the terminal-78.

' As will be seen hereinafter, this resistance --unit is combined with a controlling mechanism for the generator and ignition system, in such a. manner that up to a predetermined speed, said unit remains effectively i n the ignition circuit, but from thls predetermined point of speed onward,- t he sa1d unit 1s entirely cut out of the ignition circuit.

By referring to Figs. 8' and 8, a slightmodification of the invention shown in Fig. '7 is set forth. In this arrangement, the unit 106' is mounted upon the same core which carries the resistance winding 77, but in this form of theinvention, the resistance 77 and the unit 106 are insulated from each other b-y'means of a suitable insulating block 107.

The functions of the above described resistances, as well as the other parts previouslv described, will be more clearly understood from the following description of the functions and workings of the system, as set forth in Fig. 1. In this figure, it will be seen that the electric, machine 23 comprises 'amotor series winding 120, and motor commutator brushes 12,1.and 122 respectively, which are brought into contact with the -.1otor commutator 123 at such times as the electric machine 23 is being operated as a motor for starting. purclearly described in' our co-pending app1ication, Serial No: 846,911, filed June 24,- 1914, and therefore no further description of the same will be given in the present case, unless t becomes necessary to. a clearunderstandmg of the present invention. The electric machine 23 includes, besides the series winding, a shunt winding 124 together With the generator commutator brushes 125 and 126 respectively, which are at all times. in contact with the commutator 127. This commutator is entirely separate and apart from the motor commutator 123. The battery 128 is adaptedto be connected with either the motor or generator windings of the machine 23, through the operation of certain switch mechanism, which will be described hereinafter. When the machine is to be operated as a motor for starting purposes, one of the controlling elements 129 or 128 of the switch 180 is pulled outwardly in the direction of .the arrow shown in Fig. 1, which operathence back to the battery, via ground connection 142.

The remainder of the current will pass from the point 136 through the shunt field 124, across the resistance 77 to the arm 73, thence back to the opposite side of the generator circuit, via ground 145 to the ground 141. I

Supposing that the switch element 129 is the one which has been moved in the direction ofthe arrow shown in Fig. 1, the same operation which closed the above described circuit will'also close the'following circuit:

From the point 133, through the wire 150, contact plate 151. the conductive portion 152 of the switch element 129, contact element v in Fig. 1, passing through the resistance unit-106, to the ground 107, while a small portion of the current will pass through the wire 160, through the resistance turns 77 to 5 the arm 73 ,to ground 145.

From the above, it will'be seen that a circuit through the generator windings will be closed simultaneously with the closing of the ignition circuit. This operation of the electricmachine 23 as a motor, by passing current through the generator windings thereof, has been clearly described in our co-pending application Serial No. 846,911, filed June 24, 1914, and is adapted to impart '15 an initial operation to the electric machine ating pedal'165 is operated to shift the gearing 144 and to actuate the rod 166, see 5 Figs'l and 2, whereby the motor brush 122 will be brought into contact with the com- 9 mutator 123, and the contact plates 139 and .4 140 will be separated, thus breaking the generator armature circuit. At this Point, current will flow from the battery, through i the series winding 120, across the brushes 121 and 122, back to the battery, via grounds 141 and 142.

However, it will be noted that the circuit through the shunt field ofthe generator was initially closed by the operation-of the ele- 40 ment 129,and this circuit remains closed, thus being accumulative in effect, relative to the series Winding.

As soon as the engine becomes self-actuating, the pedal 165 is released, thereby permitting the contact plates 139 and 140 to close and the. motor brush-122 to be moved out of contact with the commutator 123. Now, as soon as the engine speed becomes greater than the predetermined ratio of speed between the engine and the electric ma chine, the friction clutch illustrated in Fig. 8 will be brought into effect to couple the electric machine to the engine, whereby said machine will be operated as a generator.

following circuit will be closed as long as the pull button element 129 of the ignition system is maintained in its outward posi: tion:

From the generator commutator 127, the

current will flow through the brush 125 to the point 136, whereone side of the field.

From the above, it will be seen that the ing 124, and across the resistance 77, contact wiper 73, ground 145, to theoppositesidc of the generator, via the ground connection t141,1 contact elements'140 and 139 respecive y.

The charging current will pass fromthe point 136 to the battery, via the wire 13 5, contact plates 130' and 131, branch wire 134 and wire 132, through the battery and from there back to the opposite brush of the generator, through the grounds 142 and .141, contact plates 140 and 139 respectively, and wire 138 to the brush 126.

Exactly-the same operation and functioning of the other units will take place if the pull button element 128 is operated instead of the element 129, with the exception that the drybatterics 170 will form the source'of ignition current .through the following circu1t:

From the batteries 170, through wire 171, contact plat-es 172 and 173, to the wire 155,

from which point the circuits will be substantially the same as heretofore described with reference to the circuits affected by the operation of the pull button element 129.

As has been stated heretofore, the electric machine 23, when used as a generator, isof the shunt wound type, and it is one of the characteristics of generators of this type that as the speed thereof increases, the electricaloutput also increases in proportion.

In the present system, where theelectric machine, when used as a generator, is adapted'tostore up power in a suitable accumulator, it is desirable to regulate the maxi-' mum output of the generator, so that overcharging of and damage to the battery'will be substantially eliminated.

In the present instance, the resistance 77 is normally out out of the shunt field, duetact wiper 75, but as the speed of the engine increases, the centrifugal element 60 ofxthe controlling mechanism will so operate as to move the wiper 75 over the turns of resistance 7 7, and thus cut in said "resistance. directly in proportion as the speed increases, whereby the intensity of the field 124 will; be controlled so as to maintain a predetermined maximum output of the generator, regardless of the various speeds at which the generator may be operating.

This same resistance 77 is so connected with the ignition circuit, see Fig. 1, that it forms a parallel path, together with the resistance'unit 106, for the current flowing through said circuit, thus causing the current to branch through two separate paths, each of the said paths containing a predes termined amount of resistance, and in the present case it may be stated that the resistance 106 is less in value than the resistance 77. Therefore, a greater amount of current will pass through the path containing the 130 contact Wiper 75 to resistance 106, than the path embodying the resistance 77. These resistances, of course, are so. proportioned that the current flow through said circuits will initially give the proper sparking impulses for low speeds of the engine. 7

Now, as the element 73 is actuated by the centrifugal element 60 to cut resistance into the shunt field of the generator, it will also reduce the amount of resistance in one of the paths of the ignition, whereby the current will tend to fiow through said paths more evenly.

This equalizing of the flow of current will continue until the arm 73 reaches the point 17 5, at which time both the resistance units 77 andlOG will be entirely out out of the ignition circuit, inasmuch as the current will pass directly from the Wire 160 through the ground, thus completing the ignition circuit.

As is shown in dotted lines, it may be desirableto cut out the ignition resistance unit- 106 andsimply include the resistance'r"? in series with the ignition circuit, whereby, of course, the resistance will be out out of the ignition circuit directly in proportion to the resistance cut into the field circuit, in response to the varying speeds of the engine.

One of the reasons for providing the ignition circuit With a predetermined amount of resistance isthatacombuetion engine does not require the same intensity of spark at low speeds of said engine as it does at high speeds. The resistance units are therefore so proportioned that'ignition sparkingand proper intensity will be secured for low speeds of the engine, and'then when this resistance value is cut doWn for increasing speeds of the engine, of course, the intensity of the igniting sparks will also be increased to meet'the required conditions.

' In theswitch" assembly shown in Figs. 10

and 10, it Will be noted that the dimmer element 181 has beenmounted thereon, and

comprises a coil of resistance \vire182, Which sired manner, in accordance withthe various en ine conditions.

Vlnle a preferred form of the present 1nvention has been shown and described, it

I should be understood that this form of the invention has been simply selected for thean electric machine, comprlsmg a shunt field purpose of illustrating one manner in which the invention can be carried into effect, and

the right to change 'or alter the units or' system.

combinations of units comprising the said the appended claims, is reserved.

. What we claim is as follows':

.,1. Ina system of electrical distribution and control, the combination with a generator and circuit connections, and an ignition system having a sparking circuit; of automatic means for varying the time of occurrence of the sparking therein; andmeans operable by said automatic means for controlling the output of said generator.

, 2. In a system of electrical distribution and control, the combination with a current generating system, and'an ignition system;

of means operable to control the output of the-generating system, and the intensity of the current flowing through the ignition system.

3. In a system of electrical distribution and control, the combination with a current generating system, including an electric generator and. an ignition system; of a common means for controlling the output of the generating system, and the current flowing through the ignition system.

at. In a system of electrical. distribution and control, the combination with a cominvention, as may come within the scope of bustion engine; of a generating system including a generator, comprising a field Winding; an ignition system for said engine; and means operable by said engine, for varying thefield intensity of said generator, and increasing the flow of current through said ignition system, as the speed of the engine mcreasesv 5. In a systemof electrical distribution and control, the combination with a combustion engine; of a generating system in-f eluding a generator; an ignition systemvfor said enginejand means for varying the field intensity offsaid generator,'and the intensity of the ignition in accordance with the speed of the engine.

6. In a system of electrical distribution and control, the combination with a current generating system, and an ignition system;

of speed responsive means operable to control the output of the generating system, and

the wattage passing through the ignition 7. In a system of electrical distribution winding; an ignition system for said com; bustion engine; a resistance connected with the generamr field and also with the ignition 1 system; and means for normally cutting out all of said resistance from the field circuit of the generator, and for initially maintaining a predetermined amount of the re sistance in the ignition circuit.

9. In' a system of electrical distribution and control, the combination with a combustion engine; of a generating system comprising an electric machine having a field- -w1 nding;'an ignition system comprising circults for said combustion engine; a resist .ance connected with the field winding ofthe electric machine and the ignition system;

and means responsive to the speed of the a combustion engine for increasing the resistance in the field circuit of the generator,

. and to decrease the resistance in the ignition circuit as the/speed of the engine increases. 1

' and control, the combination with 'a combus- 1'0L In a system of electrical distribution tion engine; of a current generating system,

'compr1sing an electric machine having a field winding, said machine being operated the engine;an ignition system for supplying said engine with ignition, comprlsmg a current source and c1rcu1t connections; a

resistance. connected with the field winding ofthe electric machine, and also included i cuttin in the ignition circuit; means for normally out all of said resistance from the Y ;-.field'c1rcuit of the electric machine, and for normally maintaining a predetermined amount of the resistance in the ignition cir- :'-rent therethrough, as the engine speed incuit-,.and means responsive-to the speed of the engine, the field circuit of the generator,

' crease the resistance in the ignition circuit,

as the speed of the'engine increases.

to introduce the resistance into and to de- .11. In a system of electrical distribution and control, the combination with a combustionengine ;'of a current generator. comprising afield winding; an ignition. circuit; a

variable resistance, a portion oi" which is normally cut into the ignltlon circuit; and means responsive to the speed of the engineadually out said resistance into the field uit of the generator, to limit the output thereof, and to decrease the resistance in the ignition circuit to increase theflow of curcreases. v

12. Ina system of electrical distribution and. control, the combination with an internal combustion engine; an ignitlon system including apredetermined amount of res'is tance; and means for varying. said resistanceas '13. In a system of electrlcal' distribution and'control, the combination with'an intersaid engine varies.

the speed of nal combustion engine; of an ignition'systern therefor, including a mam c1rcu1t having; apredetermined amount of resistance therein; and means responsive to the speed of the engine for decreasing the amount of resistance 1 n said circuit as the speed of the engine lncreases.

14. In a system of electrical distribution and control,'the combination vith, aninternal combustion engme; of an 1gn1t1'0n system therefor; a variable resistance,.a etermined amount of which is normally included in the circuit of the ignition system; and means-operable to vary the time of occurrence of the sparking in saidignition system and toconcurrently. vary the amount of resistance in said circuit. 1

15. In a system of electrical distribution and control, the combination withan internal combustion engine; of an ignition system therefor; .a variable resistance, a de-- termined amount of which is included in the circuit of said ignition system; and means responsive to the speed of the engine to vary thetim'eof occurrence of the sparks in the ignition system, and to concurrently vary the amount of resistance in'said circuit.

16. In a system of electricaldistribution I and control, the combination with a genera tor and circuit'connections, and an ignition system having a sparking circuit; of automatic means for varying the time. of occur rence of the sparking therein; means o'perable by said. automatic means :for controlling the output of the'said generator; and manually controlled means for varying the time of occurrence of the sparking in the ignition circuit independently of the automatic means. I

17. In a system of electrical distribution and control, the combination with an internal combustion engine, of an ignition system therefor, including circuit connections; a

timing device for intermittently opening :and closing said connections; and means operable to vary the operation of 1 sa1d timing 'device and for varying the intensity of ignition current in accordance with the varying speeds of the engine.

18. In a system ofelectrical distribution and control, the combination withaplurality of generator and ignition circuits to be controlled; and a common means automatically operable to control both of said cira resistance;and means for cuttingsaid res sistance into one of said circuits to control the working devlces therein, and to concur- .rently cut said resistance out of the other system having a sparking circuit and a common automatic means controlled b speed r sponsive means for controlling the sparking c rcuit and the generator output,

a 22. In a system of electrical distribution and control, the combination with a combustion engine; of a generating system inc1ud- Lug an electric machine, an ignition system for sa'id' combustion engine; and a resistancec'ontrolled by the speed of the engine" for controlling said ignition system and said generator. v

'23. In a system of electrical distribution 'and'control, the combination with a generator and circuit connections; and an ignition system having a sparking circuit; of a common automatic means for controlling said generator and ignition circuit; and manual means for controlling said ignition circuit without controlling said generator. 24. In a system of electrical distribution and control, the combination with an ignition system having a sparking circuit; of automatic means'for controlling the timing of the sparking circuit; and manually controlled means for bodily moving the automatic means to vary the time of occurrence of the sparking in the ignition circuit in dependent of the controlling operation of the automatic means.

2,5. In a system of electrical distribution and control, thecombination with a plurality of electric systems to be controlled; of a resistance electrically connected With said systems; and automatic means responsive to conditions afiecting said systems to cut varying' portionsof said resistance into the circuit of one of said systems and out of the circuit of the "other of said systems. I

26. In asystem ofelectrical distribution and control,-the combination With a generator; of an ignition circuit electrically connected with said generator; and automat c means for regulating the output of sa d generator and the resistance of said igni-- tion circuit.

27. In a system of electrical distribution,

and control, the combination with a generator; of an ignition circu t electrically connected with saidgenerator; and a common? automatic speed'responsive means for regulating the output of said generator and the resistance of said ignition circuit 28. In a system of electrical distribution and control, the combination with a generator, of an ignition circuit including means for varying the time of occurrence of sparking therein, and a common means automatically operable to control the regulation of said generator, the current of said ignition circu t and the operation of said means for varying the time of occurrence of the sparkmg.

29. In a system of electrical distribution and control, the combination with a generi'or varying the time of occurrence of sparking therein, a common means automatically operable to control the regulation of said generator, the current of said ignition circuit and the operation of said means for varying the time of occurrence of the sparking, and manually operated means connected with said common automatic means for manually controlling the operation of the means for varying the time occurrence of the sparking.

30. In a system of electrical distribution and control, the combination with an internal combustion engine of an ignition sysy ator, of an ignition circuit including means tem therefor including a primary circuit, a

timing device including an engine actuated cam and cooperating contacts intermittently opened and closed by said engine-actuated cam, a resistance in said primary circuit; and automatic means .1 for proportionately varying said resistance. r

31. .In a system of electrical distribution and control, the combination with an internal combustion engine, an ignition system including a timing device and a resistance; and automatic means for varying the resistance proportionately as the speed of the timing device varies.

32. In a system of electrical distribution and control, the combination with an internal combustion engine, of an ignition system, a source of constant current; and automatic means for proportionately increasing tem as the speed of the engine increases. A

33." In a system of electrical distribution and control, the combination of'an internal combustion engine, an ignition system including a make and break device, a source.

and control, the combination with an internal combustion engine, of an ignition .105 the strength of current in the ignition syssystem therefor,a variable resistance, a determined amount ofv'hich is normally included n the circuit of the ignition system,

- a common automatic means operable to vary thetiine of occurrence of the sparking in the ignition system and to concurrently vary theamount of reslstance in said system, and

manually operated means connected with said common automatic means for-manually controlling the operation of the means for varying the time occurrence of the sparkmg. i

36. In a system of electrical distribution and control, the combination with an internal combustion engine of an ignition system therefor including a plurality of resistances one of which comprises a thermal resistance and another'of which comprises an automatically controlled resistance.

37.- In a system of electrical distribution and control, the combination with an ignition system having a sparkingcircuit; of an 1 ignition timer including an engine-driven and control, the combination with an engine, a generator including a housing; of an ignition system, and common automatic means contained in said housing for controlling said generator and ignition system.

40. In a system of electrical distribution and control, the combination with an engine, of an engine-actuated shaft, an ignition system including a timing member on said shaft, a sleeve, a centrifugal governor mounted on said sleeve, means between said governor and said sleeve to transmit movement from the governor to said timer member, a regulating means, means including a loose connection actuated by said governor for operating said regulating means, and manually operated means for rotating said sl'eeve.

41.. In an ignition system, including ignition circuit connections; an engine operated ignition device for opening and closing said connections; automatic means for adplst ng said device'through' a range of automatic adjustment; and independent means for adjusting said automatic means, while permitting said automatic means to ad]ust said device through said range of automatic adustment.

42. In an ignition system, the combina-' tion with prin'iary and secondary circuits, of a timing device including cooperating contacts in said primary circuit; a distributing device in the secondary circuit; an engine driven member provided with means for opening and closing the contacts in the primary circuit, and with means for driving the distributing device; manually controlled means and automatic means, each for adjusting the engine driven member to corre spond with changes in the time relation between the cycle of-movements of the engine driven member and the engine cycle, said :manual means and said automatic means being capable of making adjustments, each independently of the other, but effecting a joint control of said engine driven member.

43. In an ignition system for internal combustion engines, the combination with a timing device; of an engine driven member comprising end sections and an intermediate section joining the end sections, one of. the

end sections having provisions adapting it to be driven by the engine, the other end section having provisions for actuating the timing device, the different sections of the engine driven member being capable of unitary movement;a means for causing rela-' .,tive movementof the intermediate section and one of the end sections; and a second means independent of the first means, for causing relative movement of the intermediate section and the other end sect-ion.

. 44. In an ignition system ,for internal combustion engines, the combination with a timing device; of an engine driven member' comprising end sections and an intermediate section, including cooperating cam portions for connecting said sections together inseries to form a body capable of.

unitary movement; means for causing relative movement of the intermediate section and one of the end sections; and a second means, independent of the first means, for causing relative movement of the intermediate section and the other end section, one of the end sections operating the timing device. v

45. In an ignition system for internal combustion engines, the combination with primary and secondary circuits, of a timing.

device including cooperating contacts in said primary circuit, a distributing device for the secondary circuit, an engine driven member comprising end sections and an intermediate section joining the end'sections, one of the end sections having provisions adapting it to be driven by the engine, the

other end section having provisions for opening and closing the contacts in the primary circuit, the different SGCtlOIlS of the engine driven member capable of unitary movement; manually cperabie means for causing relative movement of the intermediate section and one of the end sections, and automatic means for musing relative movement of the intermediate section and the other end section.

In testimony whereof 'Q'fifliX our signatimes in the presence f two subscribing witnesses.

(".1 l ARLES I. K E'lf'lli R l N i i. W] LLIAM A. (l l 11 YSJ. \Vitnesses J. \V. MitDox \LD. 0. I). own; 

